Trip-valve device for air-brakes.



E. R. HILL. TRIP VALVE DEVICE FOR AIR BRAKES.

APPLICATION FILED MAY 10, 1911. 1.1 83,645.

Patented Mango, 1915.

w j WIVENTOSW QM www 'I TED srfras ra rvrl ormon ERNEST ROWLAND HILL, F EAST ORANGE, NEW JERSEY, ASSIGNOR TO'THE WESTING- HOUSE .AIR BRAKE COMPANY, 0F PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

TRIP-VALVE DEVICE FOR AIRwBRAKES.

To all @from #may concern vBe it known that I, ERNEST ROWLA'ND' HILL, a citizen of the United States, residing at East Orange, in the county of Essex' and State of New Jersey, have invented new and useful Improvements in Trip-Valve Devices for Air-Brakes, of which the following is a speciiication.

This invention. relates 'to trip valve devices for air brakes adaptedto be operated by a trip mechanism located along the track and connected with the signal system whereby the trip valve device is actuated to vent air from the train brake pipe to apply brakes in case the train runs past a signal set atdanger. i The principal obj ect of my invention 1s to provide an improved valve device of this character wherein a small auxiliary or pllot 20 valve'is actuated directly bythe trlpmechanism and operates to vary the pressure on a .movable abutment or piston for causing the opening of the main vent valve.

Another object' is to provide improved means, in a valve device of this type, for

holding the vent valve open a certain "length of time or until the train pipe pressure has reduced to a given low degree.

These and-other features of my improvement will hereinafter more fully appear from the following description and be set rforth in the claims.

In the accompanying drawings: Figure 1v isa vertical sectional View of one form of trip valve devlce embodying my improvementg'and Fig. 2 is a similar view, showing.V

a slightly modified construction.

According to the construction shown in both gures, the stem, 15, is adapted to be 40 actuated by any suitable or preferred form of trip devicelocated along the track in connection with a signalsystem or otherwise, and operates the small pilot or auxiliary valve, 14, which controls vthe pressure acting a5 on the main piston or abutment, 11, connected to the main vent valve, 1Q, which controls the escape of air from the. train'pipe line,- 8,

to the atmosphere. Y'

The auxiliary valve may be arranged. to control the supply of air under pressure from the train line to the main piston, 11, for actuating the same to open the vent valve, 10, as shown in Fig. 1, or the main Specicationof Letters Patent. Patenjd Wlan, 30, 1915. l Application-'filed May 10, 1911. Serial N o. 626,322.

`piston may be normally exposed to train pipe pressure on both sides and the auxiliary valve arranged to release the air under pressure from one side of said piston whereby the pressure on the other side operates to move-the piston and open the main vent valve, 10, as shown in Fig. 2. In this latter form of construction the valve chamber, 7, on onefside of piston, 11, is in open communication with the train line, 8, and the piston is loosely fitted or has a small hole through it so as to permit the pressure to equalize, around into the chamber, 12, on

the opposite side, the springtl, being provided to normally move the piston to close lthe valve, 10, or hold it closed when the air pressure uponA opposite sides of the piston 1s substantially equalized; 1f the valve, 1Q, is of the puppet type, as shown, the pressure on the back of the valve also assists in hold. i

' ing the same closed, although it will be unyshown in Figs. 1 and 2, this spring also acts upon the auxiliary valve and tends to hold same ,closed or to return said valve to closed Vposition after bein-g opened.

A'suitable form of latch mechanism may be provided for locking the stem, 15, in its raised or open position for a predetermined time, 'or.unti l the train pipe pressure has reduced to a certain degree, such as shown in Figs. 1 and 2, in which the latch, 24, is arrangedtoengage a collar orfgroove, 19, on the stem, 15, and is connected to a movable i abutment, 20, which issubject to the train,

pipe pressure on one side and a spring, 22,

Aon the other, side, so that when the train' pipe pressure reduces to a-eertain degree the spring, 22, will movey the latch. to release the stem, 15,.and permit the spring, 17, to return same to normal closed position.

As shown in Fig.1, the spring, 18, normally holds the main valve, 10, on its seat 4and the auxiliaryor pilot valve, 14, is seated on the main valve. When the stem, 15, is raised by the-track trip mechanism, the small valve is raised from its seat= and air` from the train line flows through the hol low stem to the cylinder at the lower face of piston, 11, causing the same to move up and open the val-ye, 10,l thereby venting a large volumne ofair from the train line through thefholl'ow stem, beneath tlie-- piston, 11, and4 outthrougli ,the exhaust opening, 26,-to the atmosphere. The air under pressure acting on .the piston, 11,

maintains theI same in uits raised position in Fig. '2, tlie'latcli 24, is connected tothe with the spring,..v 13, compressed and the main Valve iully open untill the train pipe pressure had diminished to such a lpoint that the latch, 24,1eleases the stein, 15,', 'as before exi lained.4 The spring, `17,*tlien seats`tlie valve, 14, and assists the spring, 13, in ing the mainyeiit Valve, l0.

According tol the 'construction illustrated stem, 23, of the abutment, 20, by means. of a spring, 25, so that the latch may readily yield to allow the upward moyement of the stein, 15, and collar, 19,.Witliout the necessity of moving the abutment, 20, against the u opposing air pressure. A The latch `then instantly springs out beneath the collar, 19, and holds, the stem raised With Valve, 14,

open. As the pressure is thus released from the outer. side of piston, '11,5J through exhaust port, 18, the piston` moves over and opens the vent valve,10, thereby,vjenting a llarge volume of air from the trainI pipe,- 8,

to the exhaust pipe,- 9, 'and the atmosphere. l

` equalizes 'around lthe vpiston `11, and the f spring, 13, Inovest'he sameto close the vent 4Q yalve, 10, as before described.

Having now described my invention,

What I claim asneW, Letters Patent, is:

closand desireto secureby 1; In a trip yaliedevice for air brakes, the combination With-arnain vent Valve, and a Huid pressure actuated-piston for operating 'said`valve, of a` pilot or auxiliary Valve for controlling the 'pessureonthe piston,

a stein for actuating the pilot valve adapted. tocoperate With a'track mechanism, and

a latch'niechanismfoi said stem governed bytrain pipe' pressure to hold the pilot valve open until the train pipe pressure has reduced a given amount` 2. In a tripvalve4 device for air brakes,

rthe combination with a main vent valve and piston .tor actuating same, said piston being subject to fluid pressure upon both sides, of a pilot valve for controlling the release of' fluid under `pressure from'one side of said piston, a `stem for actuating Vthe pilot valve and adapted to coperate with a track mechanism, and a latch y mechanism gov-v erned 'by train pipe pressure to li'old the pilot'valve open until the train pipe pres- 3., Iii trip valve device for air brakes, the. combination with a inain Vent valve,

and a fluid pressure vactuated piston for opf eratig said valve, of a pilot valve for convsure is reduced to a predetermined point.

trolling the pressure acting .on said piston,

a stcmltor'operating said pilotvalve, a latch -f'or'locking said stem, and a movable abutment subJeet to tram pipe pressurel for releasing said lat-cli,` lv latch Ahaving a yielding movement independent of tli'e abutment.- ln testimonywhereof I have hereunto set ERNEST ROWLAND HILL.

fitnesses WILLIAM J. HAWsoN, Hmmm) J. BELL. 

